California High-Speed Rail

From Wikipedia, the free encyclopedia
(Redirected from California High Speed Rail)

California High-Speed Rail
San Joaquin River Viaduct under construction in 2019.
San Joaquin River Viaduct under construction in 2019.
The same viaduct completed in April 2021. Adjacent are the SR 99 freeway and, between them, a single-track railroad line which is used for freight.
The same viaduct completed in April 2021. Adjacent are the SR 99 freeway and, between them, a single-track railroad line which is used for freight.
Overview
OwnerCalifornia High-Speed Rail Authority
an agency of the State of California
Area servedInitial Operating Segment(IOS) now being developed in San Joaquin Valley (Merced to Bakersfield);
Planned Phase 1 extensions:
   North to San Francisco Bay Area
   South to Greater Los Angeles;
Future extensions for Phase 2:
   North to Sacramento, California
   South to San Diego, California
LocaleCalifornia, United States
Transit typeHigh-speed rail
Number of stations5 in IOS; up to 24 authorized for entire system
Chief executiveBrian P. Kelly
Website
Operation
Operation will start2030-2033 (Merced to Bakersfield segment)
Operator(s)DB E.C.O. North America Inc.
(Deutsche Bahn subsidiary)
Number of vehicles6 trainsets planned for IOS
Technical
System length
  • 171 mi (275 km) in Interim IOS
  • 520 mi (840 km) in Phase 1
  • 800 mi (1,300 km) completed system[1]
No. of tracks2 (plus 2 loading tracks in stations)
Track gauge4 ft 8+12 in (1,435 mm) standard gauge
Electrification25 kV 60 Hz AC overhead line[2][3]
Top speed220 mph (350 km/h) maximum;
110 mph (180 km/h) San Francisco–Gilroy[4] & Burbank–Anaheim[5]

California High-Speed Rail (also known as CAHSR or CHSR) is an American publicly funded high-speed rail system being developed in California. Overseen by the California High-Speed Rail Authority, it was authorized by the 2008 statewide ballot proposal Proposition 1A.

The system is intended to reduce travel times in the state, particularly between the major urban areas of the San Francisco Bay Area in the north and Greater Los Angeles in the south. It is also intended to reduce pollution and carbon emissions, ease highway and air traffic congestion, and boost the state's economy, particularly in the Central Valley region.

The rail system is currently planned to be built in two major phases, span over 800 miles (1,300 km), and have up to 24 stations. The first phase will stretch 520 miles (840 km) from San Francisco/Merced to Los Angeles/Anaheim, while the second will connect the state capital of Sacramento to Merced and the border city of San Diego to Los Angeles.

The first section to be in service (the Initial Operating Segment [IOS] or Early Operating Segment [EOS]) is anticipated to be in 2030-2033. It will run 171 miles (275 km) through the Central Valley connecting Merced to Bakersfield. This section's proposed top speed of 220 mph (350 km/h) would make it the fastest train in North America; it also will provide a major improvement in passenger rail in the Central Valley.

In 2023, Caltrans, the California state transportation agency, released a draft statewide rail modernization plan which lays out the justification and vision for CAHSR. This is the first comprehensive rail plan in the US, integrating HSR with other passenger rail services. It also includes the goal of statewide scheduling and ticketing across all passenger rail systems to improve passenger travel.[6]

The HSR system will also use "blending", sharing the infrastructure of local rail systems in the Bay Area and Los Angeles areas, for reduced costs and improved efficiency. Currently, the electrification of Caltrain in the Bay Area is proceeding, and is due to be completed in late 2024 (although connection with CAHSR will not be done for years yet).[7]

Various aspects of the project have drawn criticism, including its route, management inexperience and turnover, delays in land acquisition and construction, and costs greatly larger than initial projections. Construction began in the Central Valley in 2015, and currently 171 miles (275 km) of the route are at various stages of completion.

Current projections indicate that only the initial 171 miles (275 km) segment in the Central Valley can be built and an operational system initiated with projected funding. Additional funds from the state, the federal government, and the private sector will be necessary for the other system segments. Also, the initial 171 miles (275 km) segment, while beneficial, will have the smallest benefit of all the segments.

As of late 2023, CAHSR was the largest single construction project in the US, employing an average of 1,500 workers each day. In the Central Valley, where it passes through some of the state's poorest communities, it has had a significant economic impact, creating more than $18 billion of economic output since 2006.

History[edit]

Governor Jerry Brown initially proposed this project, but its first steps came in 1996, when the California State Legislature and Governor Pete Wilson established the California High-Speed Rail Authority to create a plan to present to the voters for approval. In 2008, voters approved Proposition 1A, which laid out a route connecting the state's major population centers, authorized bonds for initial funding, and established other requirements. Among these, it required nonstop trains travel between San Francisco and Los Angeles – about 350 miles (560 km) apart by air – in no more than 2 hours and 40 minutes. It also estimated that the system would be completed by 2020, and cost $33 billion.[8]

Construction began in 2015 on the Interim Initial Operating Segment ("Interim IOS" or "Early Operating Segment"/EOS) in Phase 1, which is to run from Merced to Bakersfield in the San Joaquin Valley portion of California's Central Valley. Scheduled service is planned to begin at the end of 2030.[9] Meanwhile, commuter rail systems in the major metropolitan areas of San Francisco Bay Area and Greater Los Angeles are being upgraded to allow CAHSR to use their tracks, power systems, train control systems, and stations in what is termed a "blended service". No significant funding has yet been secured for work connecting the Early Operating Segment with the northern or southern regions (although by 2026 it is planned to have preliminary planning and environmental clearances completed for all the segments in Phase 1).

While Proposition 1A did not specify the use of a "blended system" in the large metropolitan areas, cost (and other) considerations forced the Authority to adopt this approach in 2012. Blended HSR systems like this are common in Europe. Maximum train speeds will be about 220 miles per hour (350 km/h) in the dedicated HSR segments and about 110 miles per hour (180 km/h) in the blended segments. CAHSR will thus be the fastest trains operating in the US.

By 2022, amid concern about the slow pace of the project and its increasing costs, Governor Gavin Newsom pushed for the release of the last of the Proposition 1A bond funds in order to get an operating system working in the Central Valley.[10] In concert with this, he signed SB 198 into law. It requires the California High-Speed Rail Authority to make the Interim IOS/EOS (Merced to Bakersfield) its top priority.[11]

In March 2023, the California High-Speed Rail Peer Review Group (established by the California legislature to independently appraise the project) gave its concerns about the project's continued viability, writing:

Since its inception in 2008, the Group has issued 18 letters and members have testified before Legislative and Congressional committees 15 times. In reviewing past letters and testimony, a consistent theme emerges: 1) project costs, schedules, and ridership estimates are uncertain and subject to significant risk of deteriorating, a typical experience for mega-projects; 2) the project is underfunded, and its financing is unstable, raising costs and making effective management difficult if not impossible; 3) more legislative oversight is needed. This letter reinforces the message, but with a sense of urgency over the ever-higher stakes.[12]

Despite these significant concerns, the federal government continues to support the CAHSR system. Federal Railroad Administration (FRA) Administrator Amit Bose said, "This project is unparalleled, and the federal government will continue to partner with California to deliver passenger rail benefits that people want and deserve, The Department of Transportation and the Federal Railroad Administration will continue to stand shoulder to shoulder with the workers and the cities of California to deliver this project."[13]

Status and plans[edit]

Project status as of February 2024.

The Project Status map displays route segment and construction status as of February 2024.

  • IOS/EOS (Initial/Early Operating Segment, Merced to Bakersfield) target operational commencement date is the end of 2030. The P65 probability window extends this to 2033.[14]
  • Current construction work is indicated (119-mile (192 km)) in the IOS. CP 4 is (as of February 2024) "substantially complete", except "The only remaining task to resolve is a land-rights dispute between third parties that affects just 400 feet of guideway."[15] Track and Systems Installation will begin on it in 2024. CP 1 and CP 2–3 are anticipated to be substantially completed in 2026.
  • "Pre-construction" has preliminary planning and design work currently proceeding (52-mile (84 km)) in the IOS. Construction funding and land is also being acquired.[16][17]
  • "Environmental review cleared" is awaiting funding for preliminary planning, land acquisition, design, and construction.
  • "Environmental review underway" EIRs (environmental impact reports, including extensive public review and comment, are an essential step before the route is authorized) are planned to be presented to the Board in 2024 for the Palmdale-Burbank segment, and 2025 for the Los Angeles Union Station to Anaheim segment (per Item #5 Presentation to the Board January 18, 2024).[18]

Although the top priority is the Merced to Bakersfield segment, some preliminary work on the next priority segment, from Merced across the valley floor and through the coastal range to Gilroy and up to San Jose was also authorized. After getting IOS into operation, the Authority plans to advance construction on the Merced to San Jose segment, thereby linking the operational IOS in the Central Valley to the tracks of the Caltrain commuter rail system. This will allow HSR trains to run from San Francisco to Bakersfield. The Authority is aggressively seeking additional federal funding for construction of this segment, including the costly boring of two tunnels, one about 12-mile (19 km) long, through the mountains.

The California High-Speed Rail Peer Review Group has noted concerns about the progress of the project, including issues acquiring property in the Central Valley, delays due to lawsuits, an earlier lack of requisite management experience, cost overruns, and weak legislative oversight. Inflation has also become a major concern due to the disruptions caused by the COVID-19 pandemic and the war in Ukraine.[19]

The project requires legislative action, so issues raised by the Peer Review Group and KPMG, the Authority's project consultant, will help the legislature select from the board's proposed plans or other alternatives. The California High-Speed Rail Peer Review Group is also recommending an independent review of the project, including the Authority's experience, and with an updated view of the economic environment and the potential of the project.[20]

In March 2023, the California State Rail Modernization Plan (2023 Draft)[7] was released for review. (The final report has not been released yet.) This explains how the state anticipates the HSR system will integrate with other passenger rail systems in the state. There is also a two-page California State Rail Modernization Plan Factsheet available.[21]

On February 9, 2024 the draft of the 2024 Business Plan was released. (2024 Draft Business Plan). Public comment on the plan will be welcomed in February and March, and also presented to the Board. In April the final version of the plan will be adopted, and on May 1 it will be submitted to the legislature, per state law. These data give the latest project status and projections.[22]

Initial/Early (IOS/EOS) Segment completion timeline[edit]

On pages 8 to 9 of the 2023 Project Update Report,[14] the current timeline for getting the Initial/Early Operating Segment (IOS/EOS) into operation is:

  • In mid-2024, commence track and systems installation when civil construction in CP 4 is completed; CP 1, and CP 2–3 are not expected to be ready for this until 2026
  • In mid-2025, commence Madera and Bakersfield extensions civil construction, with completion estimated to be in mid-2028
  • In mid-2026, commence station construction, with completion estimated to be in mid-2028
  • In mid-2028, first trainset expected to be delivered
  • In mid-2028, original 119-mile (192 km) segment to be ready to use
  • In mid-2029, full IOS 172-mile (277 km) segment to be ready to use
  • In mid-2029, static testing and dynamic testing to be completed, and operational testing to commence
  • In mid-2030, trial operational running to be completed
  • At end of 2030, passenger service to begin (however, note that the P65 probability envelope extends until the end of 2033).

At the January 18, 2024 Board meeting, Agenda Item #5 (Business Plan Update) says, "We are advancing the project consistent with the cost and schedule estimates in the 2023 PUR [Project Update Report]."[23]

Phased implementation plan as of November 2023[edit]

Per Proposition 1A, Phase 1 must be operational before Phase 2 is built. Phase 2 will extend the HSR system north to Sacramento and south to San Diego. These extensions are still in the preliminary planning stages.

Phase 1 runs from San Francisco to Los Angeles and Anaheim, and is being implemented in sections. In the Central Valley, there is construction underway and more is in preliminary processing.[24] The Authority is currently constructing 119 miles (190 km) of guideway and structures. To make the Interim Initial Operating Segment ("Interim IOS") self-sustaining, additional length is in the process being added at each end to reach the cities of Merced (north) and Bakersfield (south) for a total length of about 171 miles (275 km).[25] At each end, the Interim IOS will connect to other transit systems for passenger transfers. "Bookend" investments are also being made in the Bay Area and Southern California, upgrading existing infrastructure to improve local rail transit as well as support eventual HSR service.[26]

Per the 2023 Project Update Report,[14] "In consultation with the Federal Railroad Administration (FRA), and in light of cost estimates, the Authority is proposing to construct [the] Merced and Bakersfield [extensions] in phases as federal funding is awarded." The August 24, 2023 Authority Board meeting documents also noted that there is a $194 million dollar Federal-State Partnership for Intercity Passenger Rail grant request for configuration design for the Merced to San Jose and Bakersfield to Palmdale segments, geotechnical studies in the Pacheco Pass and Tehachapi Mountains, and other pre-construction work.[27]

The next implementation priority of the Authority -- after the EOS is put into operation in the 2030-33 timeframe -- is to provide an HSR link to Gilroy (to the west of Merced) and a "blended" system link to San Jose (to the north of Gilroy). This would enable a "blended" route from San Francisco to Gilroy and an HSR route from Gilroy to Bakersfield. This would allow HSR trains to provide a "one-seat ride" from San Francisco to Bakersfield. Also, note that it was estimated that six years will be required to bore the two tunnels on this segment, so getting this started early might need to be a priority. However, there is no funding as yet identified for this segment or for the following ones.[28]

The last major construction element in Phase 1 is to complete the route from Bakersfield south to Anaheim (in the Greater Los Angeles area). The section from Palmdale to Burbank will require the most tunneling, over 40 miles of tunnel divided among 13 separate tunnels. Two of these tunnels will be among the longest in the world, at over 13 miles each.[29] While future planning and funding to complete this segment are indeterminate, part of it already has had some "bookend" investments made in the metropolitan areas.

By the end of 2025, the Board will finalize the route between LA Union Station and Anaheim. A new alternative route is being evaluated, the location of a new Light Maintenance Facility is being selected, and the intermediate stations of Norwalk/Santa Fe Springs and Fullerton are to be selected or declined. This new route alternative, recommended by staff, will share track more with other passenger trains, resulting in some reduction of service (to two trains per hour) as well as a modest budget reduction.[30]

Project costs and funding[edit]

As CEO Brian Kelly noted in the 2024 Business Plan, "The largest single risk to the project remains the instability of project funding... In sum, the short-term funding picture is improved, but long-term funding stability still must be addressed."[31]

CEO Kelly also noted that the $3.1 billion federal grant (announced in December 2023) will fund:

  • Six electric trains
  • Design and construction of maintenance facilities
  • Design and construction of the Fresno station
  • Final design and right-of-way acquisition for the Merced and Bakersfield extensions
  • Civil works and track and systems installation (i.e., traction power, track, overhead catenary system (OCS), and systems) for the Bakersfield Locally-Generated Alternative Extension.

In December 2023, CAHSR was accepted into the FRA (Federal Railroad Administration) Corridor Identification and Development (Corridor ID) Program. This is a national program of projects that are identified as ready for funding, and enables more rapid distribution of authorized funds.

As of January 2024, the Authority's plans indicated $27.0 billion in identified funding through 2030, with funds coming from Proposition 1A bonds, a number of federal grant program awards, and 25% of California's cap-and-trade auction proceeds. It is also anticipated (based on recent data) that some improvement in the Cap and Trade funding is likely, and that some further federal funding is also likely.

As of January 2024, there is a new baseline budget of $26.094 billion for Central Valley construction (about 119 miles (192 km)), design work for the Merced and Bakersfield extensions, the "bookend" projects now underway, completing the environmental clearances and design work needed for all of Phase 1, Fresno station construction, double-trackage, extension construction, and trainsets for the Interim IOS.[32]: 52 

The 2024 Business Plan also gives an updated projection for the total costs of the three different main segments of Phase 1. These totals include funds already expended.

San Francisco to Los Angeles/Anaheim (Phase 1) Capital Cost Estimates (Year of Expenditure $ in Millions)
Program Scope Element Low Base High
Merced to Bakersfield 29,833 31,497 32,976
Northern California (to SF) 21,180 27,865 35,514
Southern California (to LA/Anaheim) 31,908 40,650 52,807
Program Wide 5,624 6,151 6,636
   Total for Phase 1 88,545 106,163 127,933

Power systems[edit]

The Authority is planning to have CAHSR comply with SB1020[33] (which commits the state to running its operations on clean renewable energy resources by 2035) from the very beginning of its operations. Additionally, CAHSR will be in compliance with SB1203,[34] which requires the state to achieve net-zero carbon emissions with the operations of all state agencies by 2035. To achieve this, the Authority plans to install solar panels and battery systems at its traction power substations along its trackage, and these will be tied into the state's power grid allowing them to share electricity. Unlike most other HSR systems, CAHSR is planning to use a three-phase electric power supply along with Static Frequency Converters (SFCs) so it can directly tie into the state's energy grid.[14]

The Authority is now doing conceptual designs of the solar and battery power system, its connections with Pacific Gas and Electric Company (PG&E), and preliminary financial modeling. It has been coordinating with PG&E and the California Independent System Operator (ISO), which manages the state's power grid. The power procurement strategy is to be finalized in 2023.[needs update]

The Interim IOS will have a solar collection array and a battery backup system about every 30 miles. The units are being designed so that a minimum of six hours of "backup power" will be available even in winter. The Authority is continuing to investigate placement of the power units, and refine its model of energy production and consumption. In May 2023, the Authority applied for $53.7 million in U.S. Department of Energy Grid Resilience and Innovation Program (GRIP) grants.[35]

Construction status and plans[edit]

San Joaquin Viaduct and Pergola, California Transportation Foundation's Structure of the Year 2020. The pergola (at the far end) is not shown here.[36]

The groundbreaking ceremony for CAHSR was held on January 6, 2015, in Fresno, California.

Central Valley Segment Status
Stage CP-1 CP-2-3 CP-4 Merced (North) extension Bakersfield (South) extension
Pre-construction design contract n/a n/a n/a awarded awarded
Pre-construction Notice to Proceed-1 n/a n/a n/a done done
Pre-construction Notice to Proceed-2 n/a n/a n/a work in progress work in progress
Construction contract awarded awarded awarded -- --
Authority Approved Design done done done -- --
Right of way parcels delivered to contractor 98% 98% 100% -- --
Utility relocation 82% 80% 100% -- --
Structures completed/in progress 85% 76% 100% -- --
Miles of guideway completed/in progress 63% 75% 100% -- --
Overall contract 70% 72% 98% -- --
Forecast completion Nov. 2026 June 2026 Mar. 2024 -- --
Track & systems contract -- -- -- -- --
Track & systems installation -- -- -- -- --
Track work completion forecast Dec. 2028 Dec. 2028 Dec. 2028 -- --

Sources: Exhibit 2 (2024 Business Plan), Board Minutes (January and February 2024), ARRA Status Report Dec. 2023

Initial construction packages[edit]

In the Central Valley, major construction projects are underway. Three separate construction packages (CP-1, CP-2-3, and CP-4) total 119 miles (192 km) of guideway and 93 structures.

On November 22, 2023, the Fall 2023 Construction Update Video was released.[37]

North and south extensions[edit]

Extensions of the line from the above central section north to Merced and south to Bakersfield, totaling about 52 additional miles (84 km), are also progressing through advanced design work, right-of-way mapping, and identification of utility relocation work. The Merced to Madera extension design contract ($41 million) was awarded to Stantec Consulting Services Inc., for approximately 33.9 miles (54.6 km) with 40 structures. The Shafter to Bakersfield (Locally Generated Alternative) extension design contract ($44.9 million) was awarded to HNTB for about 18.5 miles (29.8 km). with 31 structures. These design contracts are expected to last into 2024.[38]

Following these steps, land acquisition, infrastructure construction, and track and systems installation will still need to be accomplished before the extensions can become part of the operable Interim IOS before the end of the decade.

For the southern extension, on September 25, 2023 the Authority announced that it had received over $200 million in federal grants for six grade separations in Shafter, California. This will be the first construction in the Central Valley outside of the initial construction packages. Construction is expected to run from August 2025 to August 2028.[39] These dates are consistent with the anticipated IOS completion schedule. Work designs still need to be finalized, and RFPs and contract awards still need to be issued.

Maintenance facilities[edit]

Only one Heavy Maintenance Facility (HMF) will be needed and it is proceeding through the planning and approval process. Its location has not been determined as yet, except it will be in the IOS segment.[40] The Maintenance Facilities Factsheet[41] provides an overview of the proposed maintenance facilities.

The 2023 Project Update Report[14] says (on pages 19–20), "Building upon the previous environmental work, a project level environmental clearance process is underway to select a preferred alternative site for the heavy maintenance facility. This facility will be developed and built as part of the trains procurement. It could be used for final assembly of the trainset and will be designed and built by the manufacturer to assure efficient train maintenance. Through this environmental review process, the preferred alternative will be selected that best meets the Authority's operational requirements." (Emphasis added.)

The project will build three Light Maintenance Facilities—one in the Bay Area, one in the IOS, and one in the southern portion of the system—and five Maintenance of Way facilities for trackwork. Specific sites have yet to be determined.

Statewide connectivity ("bookend") projects[edit]

According to the Authority: "Connectivity or 'Bookend' Projects refer to the billions of dollars in infrastructure investment throughout the state that are part of the California High-Speed Rail system. These funds — about $5 billion in total — "will strengthen and improve existing rail networks, while also connecting them with California's future high-speed rail system. Senate Bill (SB) 1029[42] passed by the California Legislature and signed by Governor Brown in July 2012, invests almost $2 billion from the Safe, Reliable, High-Speed Passenger Train Bond Act for the 21st Century (Proposition 1A) into transit, commuter, and intercity rail projects across the state..."[43]

Major "bookend" investments are underway in the northern and southern metropolitan areas:

  • The Caltrain electrification "bookend" investment in the Bay Area (as well as grade separations, etc.) is proceeding, and is expected to be completed in late 2024.[44][45] However, additional funding will be required for (1) future route electrification from San Jose to Gilroy, and (2) curve reductions between San Francisco and San Jose so CAHSR trains can travel at 110 miles per hour (180 km/h) (since existing Caltrain track can only support train speeds up to 79 miles per hour (127 km/h)).[29]
  • A "bookend" investment in the "Link US" project (Phase A), converting Union Station (Los Angeles) from a "stub-ended track" station to a "run-through track" station, will shortly begin construction. Phase B still needs to be funded.[46]

There are many other connectivity projects partly funded by the Authority. Particularly significant are those which implement Positive Train Control systems on the commuter rail systems which will be part of the final blended system.[43]

Station updates[edit]

The February 29, 2024 Board Meeting has a presentation about the station design and construction schedule for the four stations directly under Authority control (Merced, Fresno, Kings/Tulare, and Bakersfield; the Madera station is under local control). Agenda-Item-5-Presentation-CVS-Concept-Design-2024

Grant applications for construction of the following stations:

  • The Fresno High-Speed Rail Station Historic Depot Renovation and Plaza Activation Project in June 2023 was awarded a $20 million grant from the US DOT Rebuilding American Infrastructure with Sustainability and Equity (RAISE) program. This new station design will incorporate the historic preservation of the old Fresno train station.[29]
  • The Merced Integrated Multimodal Station Project RAISE grant (for final design and coordination work) was submitted in February 2024.[47]

Design and support services contract let:

  • Merced, Fresno, Kings/Tulare and Bakersfield.[48] This is for preliminary design work, and is expected to take about 30 months. (The second phase will develop plans ready for construction.)

Conceptual design work is proceeding with other stakeholders on the following stations:

Route, connections to other systems, stations, and speed & times[edit]

The project aims to connect California's major metropolitan areas together, and link to their local commuter systems. It will be built in two major phases. Phase 1 connects San Francisco and the Bay Area through the San Joaquin Valley (the southern part of the Central Valley) to Anaheim in the Greater Los Angeles area, a distance of about 500 miles (800 km). Phase 2 extends the north end of the Central Valley section up to Sacramento, and extends the Los Angeles section in the south through the Inland Empire down to San Diego at the southern edge of the state, for a total system length of about 800 miles (1,290 km).

The route going through the mountains at the north and south of the Central Valley pose significant challenges. In particular, two tunnels will be required at the north, and 12 will be needed at the south. Three tunnels will each be longer than 10 miles, making them longer than any existing train tunnels in North America.

The number of stations on the completed system was limited by Proposition 1A to 24. At the start of operations of the Interim Initial Operating Segment (Interim IOS, Merced to Bakersfield) there will be five stations. These stations are discussed in the 2023 Project Update Report[14] on pages 12–15, and a station design concept presentation was given to the Board in February.[51]

Valley Rail connection[edit]

Valley Rail is an important component of statewide passenger rail in California which uses Union Pacific Railroad and Burlington Northern Santa Fe Railroad tracks. "The Valley Rail Program consists of several project segments that together improve rail service on ACE and the San Joaquins for the San Joaquin Valley, Sacramento, and the Bay Area."[52] When the IOS goes into service the San Joaquins service in the IOS (from Merced to Bakersfield) will be discontinued and replaced by CAHSR service. CAHSR passengers will connect to Valley Rail at the Merced Multi-Modal Transit Station (the northern terminus of the IOS). The remaining expanded Valley Rail service will remain in place, providing CAHSR rail passengers with continuing transportation north and west to the Bay Area and north towards/to Sacramento.[53] Valley Rail will also provide connections to other transit services through its 16 stations.

Valley Rail is currently in implementation, and has an estimated completion date before 2028.

Brightline West (Las Vegas HSR) connection[edit]

Brightline West (formerly Desert Xpress and XpressWest) is a project that since 2007 has been planning to build a high-speed rail line between Southern California and Las Vegas, Nevada, part of the "Southwest Rail Network" they hope to create. The rail line will begin in Las Vegas, cross the Mojave Desert (using the median of the I-15 freeway for most of the route) to a station 5 miles (8.0 km) outside of Victorville, California, and terminate in Rancho Cucamonga in the Inland Empire (where it will connect with Metrolink and eventually CAHSR when it gets built out to that point). This route will total about 230 miles (370 km). A second branch about 50 miles (80 km) long is also planned going westward from Victorville and terminate in Palmdale (located on the west side of the high desert) where it will connect with CAHSR as it passes through on its way north into the Central Valley.

Brightline West expects to break ground for construction in late 2024.

Route finalized from Central Valley to San Francisco[edit]

Although the Authority is focused on getting the Interim IOS in the Central Valley in operation by the end of the decade, it is also looking ahead to the next step (that is, connecting to San Francisco using the prepared Caltrain blended route). On April 28, 2022, it approved the final route in the San Jose to Merced section. This alignment (Alternative 4) uses the existing Union Pacific Railroad (UPRR) alignment from San Jose to Gilroy as a blended section. [54]

East of Gilroy the alignment becomes a pure HSR section with two tunnels, approximately 15 miles (24 km) in length, through the Pacheco Pass. Trains will be able to travel at 220 miles per hour (350 km/h) even through the tunnels. When tunnel field studies, early engineering, and design work are completed for this section, it will be ready for construction when funding is available. Tunnel construction is anticipated to take up to six years to complete once begun.[55]

Route travel-time and speed requirements[edit]

Proposition 1A[56] also set the maximum nonstop travel times between certain destinations on the system:

  1. San Francisco–San Jose: 30 minutes; this would require about 100 mph (160 km/h) on average
  2. San Jose–Los Angeles: 2 hours, 10 minutes; this would require about 200 mph (320 km/h) on average
  3. San Francisco–Los Angeles Union Station: 2 hours, 40 minutes
  4. San Diego–Los Angeles: 1 hour, 20 minutes
  5. Inland Empire–Los Angeles: 30 minutes
  6. Sacramento–Los Angeles: 2 hours, 20 minutes

In addition, the achievable operating headway between successive trains must be less than five minutes.[56]

The operations of CAHSR also must fit within the Federal Railway Administration's (FRA) regulatory scheme. Tier I has a maximum speed of 125 mph (201 km/h), and uses shared track with other rail systems and has specified grade-crossing protections. Tier III has a maximum speed of 220 mph (350 km/h) and has exclusive use of HSR track with full grade separations. Thus, the Tier I route extends from San Francisco to Gilroy, and from Burbank to Anaheim; and Tier III extends from Gilroy to Burbank. So, the entire Interim IOS is in Tier III.[57]

Station platforms and new height standard[edit]

Because HSR trains use a train deck which is much higher than that used by commuter rail systems, no one station platform height will suffice. Caltrans, in cooperation with Caltrain, CAHSR, DB E.C.O. North America, and others, has developed a two-height standard to be used statewide. The lower platforms will be used by commuter trains, and the higher ones by CAHSR.[58]

The floors of CAHSR trains will be 50.5 in (128 cm) above the rails, more than twice the 22 in (56 cm) height of the floors in Caltrain's commuter trainsets. Only a few Bay Area stations will have platform heights to serve both types of trainsets. Caltrain is buying new Stadler KISS EMUs that have doors at both heights, allowing them to use stations built for CAHSR,[3][59] but most Bay Area stations will remain usable only by Caltrain.

Trains (rolling stock)[edit]

Artistic rendering of a CAHSR high-speed train running in the Central Valley. As the model of trainset to be acquired is not yet known, such renderings are purely illustrative.

Acquisition[edit]

In May 2022, a grant request was submitted to the Biden administration for funds to purchase six HSR trainsets.[60] This award was granted in December 2023. The 2023 Project Update Report projects the purchase of these will be made in 2024.

The initial plan is to use 4 trainsets for in-service operations with 1 trainset waiting as a ready-reserve, while 1 trainset is being repaired/serviced. The 2023 Project Update Report states that for the entire Phase 1 system 66 trainsets will be needed.[61]

In August 2023, the process for trainset purchase was revealed, with a new request for qualifications (RFQ) and a new request for proposals (RFP) in development. The RFQ was issued.

On January 5, 2024, the Authority issued a press release[62] revealing the two train manufacturers who have been deemed qualified to receive the train RFQ: Alstom Transportation Inc., and Siemens Mobility Inc. The RFQ will be sent to these firms early in 2024.

An early delivery of a trainset for testing purposes is anticipated for 2028, with delivery of the remaining ones by 2030.[63] While a "Buy American" regulation is in force, there is an exception for the first two trainsets, so they can be manufactured outside of the United States. So, the remaining four trainsets would need to be manufactured in the US.

Train design[edit]

An early hypothetical rendering of train interior

The CAHSR Authority has developed specifications that trainsets built for the line must meet: a maximum testing speed of 242 mph (389 km/h), a lifespan of at least 30 years, the ability to operate two trainsets as a single "consist" (a long train) which is no longer than about 680 feet (210 m), have at least 450 seats and carry eight bicycles, earthquake safety systems for safe stopping and exiting, business class ("work cubbies") and first class and ordinary seating as well as child-friendly family areas, food service, and on-board Wifi and train information displays (as well as other requirements).

The train design, its development program, and procurement timeline is shown in more detail in a presentation to the Board in February 2024. The goal is, "The best option for every trip length and travel purpose. Including a range of seating concepts and amenities that serve the various needs of diverse user groups." Towards this, the interior design has gone through a number of steps, from preliminary expert plans to public outreach with VR modeling and full scale mockups in a process of multiple revisions and refinement. An RFQ (request for quotations) for train construction will be sent out in early 2024, and a full scale mockup of a train interior will be shown to the public by the end of the year.[64]

HSR passenger line operations[edit]

Request for qualifications[edit]

In April 2017, the CHSRA announced it had received five responses to its request for qualifications for the contract to assist with the development and management of the initial phase of the high-speed line and be the Interim IOS operator.[65][66]

The above process was halted, and a new request for qualification (RFQ) was posted in early November 2023. After a review of responses, a new RFP will be sent to the selected respondents in early 2024.

The first early train operator[edit]

In October 2017, the California High-Speed Rail Authority announced that DB ECO North America Inc. (formerly known as DB Engineering & Consulting USA Inc.) had been chosen as the early train operator.[67] This decision came after a request for qualifications (RFQ) was put out by the Authority looking for well-established groups able to provide operational guidance for the system in the future.

Ridership estimates[edit]

DB ECO North America Inc. (the early train operator) had also done an analysis of likely ridership using updated data and a newer model. Based on their estimates per the 2023 Project Update Report, ridership from the service implementation date to 2040 would total about 11.49 million riders annually for the Silicon Valley to Bakersfield service, and 31.28 million riders annually for the entire Phase 1 system. This estimate used a new California Rail Ridership Model, updated assumptions and data (from 2022), revised service plan assumptions, a revised fare policy, and a new rider behavior model.[68]

These ridership estimates show the CAHSR system will have higher projected ridership than all California Amtrak–supported services combined: 6.6 million vs 5.6 million riders. When Phase 1 is complete, CAHSR will also carry more than two-and-a-half times more riders annually than the 12.5 million riders reported on the Northeast Corridor high speed service.

Legal aspects[edit]

This project already has a long history. Topics included in the main History page (the link shown above) include the early history (before 2015), discussion of HSR alternatives, legislation, financing, construction, and legal challenges.

Legislation[edit]

In 1996, the California High-Speed Rail Authority (CHSRA) was established to begin formal planning in preparation for a ballot measure in 1998 or 2000.[69][70]

In 2008, California voters approved Proposition 1A to construct the initial segment of the high-speed rail network, and issued $9 billion in bonds to begin its construction.[71] The proposition also set certain requirements for the project:[72]

  • Established the basic route linking the major population centers
  • Minimum 200 miles per hour (320 km/h) where conditions permit
  • Maximum of 24 stations on the system
  • Maximum travel times between certain points
  • Financially self-sustaining (operation and maintenance costs fully covered by revenue)

The proposition also authorized an additional $950 million for improvements on local commuter systems, which will serve as feeder systems to the high-speed rail system.

In June 2014, state legislators and Governor Jerry Brown agreed to apportion the state's annual cap and trade funds so that 25% goes to high-speed rail as an ongoing source of funds.[73]

Lawsuits[edit]

In 2014, the CHSRA was challenged on its compliance with its statutory obligations under Proposition 1A (John Tos, Aaron Fukuda, and the Kings County Board of Supervisors v. California High-Speed Rail Authority). In November 2021 a circuit court ruled against the plaintiffs.

On December 15, 2014, the federal Surface Transportation Board determined that its approval of the HSR project in August "categorically preexempts" lawsuits filed under the California Environmental Quality Act (CEQA). This determination was tested in a similar case, Friends of Eel River v. North Coast Railroad Authority. The Supreme Court of California determined on July 27, 2017, that CEQA is not exempted by federal law.[74][75]

In February 2022, Hollywood Burbank Airport sued the authority over its approval of the draft EIR for that section of the high-speed railway.[76] In November 2023, both parties reached a settlement that dismisses the lawsuit.[77]


Economic benefits and environmental impacts[edit]

At the January 2024 Board meeting, the Authority released a summary of the projected economic benefits of the project. Note that only the bottom (green) row is currently anticipated to be realized with the IOS/EOS going into operation.

Also released were current data: As of late 2023 an average of 1,500 workers were employed on CAHSR construction sites each day, making it the largest construction project in the US.[78]The CAHSR Economic Impact Factsheet[79] for 2023 shows that 6,980 job years were created last fiscal year in the Central Valley, which pumped $0.490 billion in direct labor income into the economy, which in turn multiplied into $1.310 billion in economic activity.

For the project state-wide cumulatively (July 2006 – June 2023), the statewide totals are 83,960 job-years of employment, $7.010 billion in direct labor income, and $18.410 billion in economic output. Also, "During FY2022-23, 66% of project expenditure occurred in disadvantaged communities in California." And, "To date, the Authority has paid more than $1.47 billion to certified Small Businesses, Disadvantaged Business Enterprises and Disabled Veteran Business Enterprises in California." Thus, the project is creating substantial economic benefits to areas and groups which particularly will benefit from it.

In addition to the direct reduction in travel times the HSR project will produce, there are other anticipated benefits, economic and environmental, both generally to the state and to the regions the train will pass through, and also to the areas immediately around the train stations. Some of the items of note include:

  • In the Fall 2023 Construction Update Video the Authority announced that it had created over 11,500 construction jobs in total, and was currently employing over 1600 construction workers every day.[80]
  • The Central Valley Training Center is a pre-apprenticeship job training program operated by CAHSR to help train local workers and get them jobs on the project. It has been operating since 2020; it has trained 151 people, assisted with their job placement, and received over 1000 student inquiries.[81]
  • The Authority is also committed to helping small and disabled-staffed businesses, and as of September 2023 reports $497.5 million spent on 149 small businesses in CP 1, $393.3 million spent on 308 small businesses in CP 2–3, and $146.5 million spent on 308 small businesses in CP 4.[82]
  • The Authority produces an annual Sustainability Report on its efforts to both build the HSR system in a sustainable way, but also its estimates on the effects of the HSR system. "Our whole project is focused on a better transportation future for California," said Authority Director of Planning and Sustainability Margaret Cederoth. "We are focused not just on a sustainability outcome, but specific, measurable ways that demonstrate sustainable construction, design and delivery. We use cleaner construction practices, helping move the industry toward carbon neutrality. Our goal is to deliver meaningful benefits now for communities, even as we are building transformative transportation options."[83]
  • Where wildlife travel routes cross the tracks, provisions are being made to have under/overpasses or HSR route tunnels used.
  • The Authority also produces an annual cumulative report on the economic benefits of the HSR project. The Authority has a two-page fact sheet available for 2023,[84] and a 39-page detailed report dated March 9, 2023.[85]

Indepedent checks and press articles[edit]

There are two agencies which provide expert review of the project. One is the legally established "peer review" process composed of railroad experts which serves as an independent check on the Authority. The California Legislature established the California High-Speed Rail Peer Review Group to provide independent analysis of the Authority's planning and implementation efforts. Their documents are submitted to the Legislature as needed. For example, they examine the Authority's required reports which are submitted to the Legislature annually, and they also provide testimony in legislative hearings.[86]

The other is an Inspector General office within the Authority (the IG was appointed by the Governor in late 2023). The IG provides ongoing review and reports directly to the Authority as well as to the Legislature.

In the early 2000s CAHSR caused a lot of public discussion, both pro and con, and it is still a newsworthy item over a decade later. CalMatters, a non-profit state news organization, in January 2024 published an updated look at the project. [87] And, in February 2024, the Los Angles Times published an article about how CAHSR will benefit the Central Valley.[88]

References[edit]

  1. ^ California High-Speed Rail Authority. "Implementation Plan" (PDF). pp. 23, 25. Archived from the original (PDF) on September 10, 2008. Retrieved July 17, 2008.
  2. ^ "TECHNICAL MEMORANDUM: Traction Power 2x25kV Autotransformer Feed Type Electrification System & System Voltages" (PDF). HSR.CA.gov. CHSRA. Retrieved November 3, 2016.
  3. ^ a b "KISS Double-Decker Electric Multiple Unit EMU for Peninsula Corridor Joint Powers Board (CALTRAIN), California, USA" (PDF). Archived from the original (PDF) on October 6, 2016. Retrieved October 16, 2016.
  4. ^ "HSR Q+A: Blended System & Passing Tracks with Boris Lipkin". California High-Speed Rail Authority. 2020. Archived from the original on December 12, 2021. Retrieved October 12, 2020.
  5. ^ "ES.0 Executive Summary: ES.1 Supplemental Alternatives Analysis Report Results" (PDF). Hsr.ca.gov. Retrieved January 14, 2016.
  6. ^ "California's Visionary Integrated Plan". January 5, 2023.
  7. ^ a b https://dot.ca.gov/-/media/dot-media/programs/rail-mass-transportation/documents/california-state-rail-plan/20230309-casrp-public-dor-guidance.pdf[bare URL PDF]
  8. ^ How California’s Bullet Train Went Off the Rails, New York Times, October 9, 2022, Archive
  9. ^ "California High-Speed Rail Authority Moves Closer to Buying First Trainsets". California High-Speed Rail Authority. August 24, 2023. Retrieved September 11, 2023.
  10. ^ Walters, Dan (July 20, 2022). "Troubled bullet train project given a reprieve". CalMatters. Retrieved January 5, 2023.
  11. ^ "2022 Proposition 1A Funding Plan, September 2022" (PDF). California High-Speed Rail Authority. Retrieved December 29, 2022.
  12. ^ "Letter to the Legislature (March 23, 2023)" (PDF). cahsrprg.com. March 23, 2023. Retrieved May 29, 2023.
  13. ^ "quote from February 14, 2023, CEO Report to Board" (PDF).
  14. ^ a b c d e f "2023 Project Update Report". CHSR Authority. p. 18.
  15. ^ https://hsr.ca.gov/wp-content/uploads/2024/02/2024-Draft-Business-Plan-020724-A11Y.pdf[bare URL PDF]
  16. ^ "NEWS RELEASE: High-Speed Rail Authority Receives Nearly $202 Million from Federal Government". CAHSR Authority. Retrieved September 25, 2023.
  17. ^ "CALIFORNIA HIGH-SPEED RAIL: SIX GRADE SEPARATIONS IN THE CITY OF SHAFTER" (PDF). California High-Speed Rail Authority. CAHSR. Retrieved September 28, 2023.
  18. ^ https://hsr.ca.gov/wp-content/uploads/2024/01/Agenda-Item-5-Presentation-2024-Business-Plan-20240118-A11Y.pdf[bare URL PDF]
  19. ^ "Peer Review Group's 2022 report to the state legislature" (PDF). Retrieved May 29, 2023.
  20. ^ https://www.cahsrprg.com/wp-content/uploads/sites/15/2023/03/Final-to-legislature-3-23-2023.pdf[bare URL PDF]
  21. ^ https://dot.ca.gov/-/media/dot-media/programs/rail-mass-transportation/documents/california-state-rail-plan/20230406a-srpfactsheet-a11y.pdf[bare URL PDF]
  22. ^ Kellly, Brian. "California High-Speed Rail Authority CEO Report, December 6, 2023" (PDF). CAHSR Authority. Retrieved December 2, 2023.
  23. ^ https://hsr.ca.gov/wp-content/uploads/2024/01/Agenda-Item-5-Board-Memo-Business-Plan-Update-20240118-A11Y.pdf[bare URL PDF]
  24. ^ "Major Construction Under Way on High-Speed Rail Project : CEG".
  25. ^ High-Speed Rail: Central Valley at a Glance California High-Speed Rail Authority
  26. ^ 2022 Business Plan California High-Speed Rail Authority
  27. ^ https://hsr.ca.gov/wp-content/uploads/2023/08/08-24-2023-NorCal-Update-to-August-Board-Meeting-A11Y.pdf[bare URL PDF]
  28. ^ "Tunneling in Northern California, SAN JOSE TO MERCED PROJECT SECTION FACTSHEET" (PDF).
  29. ^ a b c "ALL ABOARD Summer Quarterly Newsletter". Retrieved September 7, 2023.
  30. ^ "Overview of the Los Angeles to Anaheim Supplemental Alternative Analysis" (PDF). Retrieved November 3, 2023.
  31. ^ Kelly, Brian. "2024 Business Plan" (PDF). CAHSR Authority. Retrieved March 14, 2024.
  32. ^ "California High-Speed Rail 2024 Business Plan" (PDF). California High-Speed Rail Authority. February 2024. Retrieved February 15, 2022.
  33. ^ "Bill Text - SB-1020 Clean Energy, Jobs, and Affordability Act of 2022". leginfo.legislature.ca.gov. Retrieved March 14, 2024.
  34. ^ "Bill Text - SB-1203 Net-zero emissions of greenhouse gases: state agency operations". leginfo.legislature.ca.gov. Retrieved March 14, 2024.
  35. ^ https://hsr.ca.gov/wp-content/uploads/2023/08/August-24-2023-Agenda-Item-4-Board-Memo-Battery-Solar-Strategy-A11Y.pdf[bare URL PDF]
  36. ^ San Joaquin River Viaduct Chosen as Structure Project of the Year by the California Transportation Foundation California High-Speed Rail Authority
  37. ^ "2023 Fall Construction Update Video". California High Speed Rail Authority. Retrieved November 28, 2023.
  38. ^ "Despite Hurdles, Pushback, Major Construction Under Way On High-Speed Rail Project". Construction Equipment Guide. November 15, 2022. Retrieved December 26, 2022.
  39. ^ "NEWS RELEASE: High-Speed Rail Authority Receives Nearly $202 Million from Federal Government". CAHSR Authority. Retrieved September 28, 2023.
  40. ^ "2022 Business Plan" (PDF). p. 42.
  41. ^ https://hsr.ca.gov/wp-content/uploads/2023/01/Maintenance-Facilities-Factsheet.pdf[bare URL PDF]
  42. ^ "Senate Bill No. 1029". California Legislature. Retrieved December 27, 2022.
  43. ^ a b "Connectivity Projects". California HSRA. Retrieved December 27, 2022.
  44. ^ "Caltrain Electrification Delayed to 2024 | Caltrain". June 3, 2021.
  45. ^ "Caltrain Electrification" (PDF). Northern California Regional Update, August 24, 2023. CAHSR Authority. Retrieved September 6, 2023.
  46. ^ "Metro to Approve Early Phase of Union Station Run-Through Tracks Construction". May 24, 2022.
  47. ^ "RAISE GRANT APPLICATION – MERCED MULTIMODAL STATION". CEO Report. Retrieved March 15, 2024.
  48. ^ "NEWS RELEASE: California High-Speed Rail Board Awards Design Contract for Central Valley Stations (October 20, 2022)". October 20, 2022. Retrieved September 12, 2023.
  49. ^ Lipkin, Boris. "Northern California Regional Update August 2023" (PDF). Retrieved September 7, 2023.
  50. ^ Lipkin, Boris. "Northern California Regional Update August 2023" (PDF). Retrieved September 7, 2023.
  51. ^ "Feburary 2024 Central Valley Station Board Presentation Draft" (PDF). CAHSR Authority. Retrieved March 18, 2024.
  52. ^ "Valley Rail". Valley Rail. San Joaquin Regional Rail Commission. Retrieved September 27, 2023.
  53. ^ "Merced County 2022 Regional Transportation Plan". Merced County. Retrieved September 27, 2023.
  54. ^ "San Jose to Merced Project Section, Final Environmental Impact Report, Final Environmental Impact Report/Environmental Impact Statement, Executive Summary, February 2022" (PDF). Retrieved December 30, 2022.
  55. ^ "Tunneling in Northern California, SAN JOSE TO MERCED PROJECT SECTION FACTSHEET" (PDF).
  56. ^ a b "Official Voter Information Guide – Proposition 1A" (PDF). California State Legislature. 2008. Retrieved March 22, 2018.
  57. ^ "TECHNICAL MEMORANDUM, Interoperability of Tier III HSR Trainsets with Tier I Operations, TM 600.03". FRA.
  58. ^ "Projects - New Standard for platform interfaces in California".
  59. ^ "Rail News – New Caltrain trainsets, Sound Transit rail cars arrive. For Railroad Career Professionals". Progressive Railroading. Retrieved November 29, 2022.
  60. ^ California High-Speed Rail Authority Pursues First Major Award Of New Federal Infrastructure Funds California High-Speed Rail Authority
  61. ^ "2023 Update Report" (PDF). 2023 Update Report. Retrieved March 5, 2023.
  62. ^ ""NEWS RELEASE: High-Speed Rail Authority Releases Shortlist of Potential Suppliers for Electrified High-Speed Trains in California"". CAHSR Authority. January 6, 2024.
  63. ^ https://hsr.ca.gov/wp-content/uploads/2023/07/July-27_2023_Agenda-Item-3_-Track-and-System-Procurement-Slides-for-Board__FINAL.pdf[bare URL PDF]
  64. ^ "Train Interior Design Outreach Update" (PDF). CAHSR Authority. Retrieved March 14, 2024.
  65. ^ Operators from five countries interested in California high speed rail contract Railway Gazette International April 6, 2017
  66. ^ International consortia bid to become California high speed rail early operator Archived April 7, 2017, at the Wayback Machine Global Rail News April 6, 2017
  67. ^ DB consortium selected for California high speed rail consultancy contract Railway Gazette International October 9, 2017
  68. ^ "2023 Project Update Report" (PDF). Retrieved February 22, 2023.
  69. ^ "SB 1420 Senate Bill – Chaptered". ca.gov. Retrieved January 14, 2016.
  70. ^ "California High-Speed Rail Authority". Hsr.ca.gov. Retrieved January 14, 2016.
  71. ^ "California Proposition 1A, High-Speed Rail Act (2008)". ballotpedia.org. Retrieved January 14, 2016.
  72. ^ "AB 3034". State of California. Retrieved August 2, 2017.
  73. ^ "Cap-and-Trade Revenue: Likely Much Higher Than Governor's Budget Assumes". ca.gov. Retrieved January 14, 2016.
  74. ^ Sheehan, Tim (June 2, 2015). "Farm Bureaus jump into Supreme Court high-speed rail case". The Fresno Bee.
  75. ^ "FindLaw's Supreme Court of California case and opinions".
  76. ^ "Hollywood Burbank Airport files environmental lawsuit against California's bullet train". Los Angeles Times. February 25, 2022.
  77. ^ "Burbank Airport drops lawsuit against California High-Speed Rail". KTLA5. November 17, 2023.
  78. ^ "VIDEO RELEASE: High-Speed Rail Authority Releases Fall 2023 Construction Update". California High-Speed Rail Authority. November 22, 2023. Retrieved January 22, 2024.
  79. ^ https://hsr.ca.gov/wp-content/uploads/2024/01/Agenda-Item-4-FY2022-23-Economic-Impact-Analysis-Fact-Sheet-011824-A11Y.pdf[bare URL PDF]
  80. ^ "2023 Fall Construction Update Video". California High Speed Rail Authority. Retrieved November 28, 2023.
  81. ^ "PHOTO RELEASE: High-Speed Rail Recognizes 10th Cohort to Complete Pre-Apprenticeship Training Program". October 6, 2023.
  82. ^ https://buildhsr.com[bare URL]
  83. ^ "California High-speed Rail Authority Releases 2023 Sustainability Report". October 31, 2023.
  84. ^ "The Economic Impact of California High-Speed Rail" (PDF). Retrieved September 11, 2023.
  85. ^ "High-Speed Rail Authority 2022 Economic Impact Analysis Technical Supporting Document" (PDF). CAHSR Authority. Retrieved September 11, 2023.
  86. ^ Official website: California High-Speed Rail Peer Review Group
  87. ^ Baig, Yousef (January 9, 2024). "From 'train to nowhere' to Fresno's dream: What high-speed rail means for the Central Valley". CalMatters. Retrieved March 13, 2024.
  88. ^ Gomez, Melissa (February 8, 2024). "High-speed rail is coming to the Central Valley. Residents see a new life in the fast lane". Los Angeles Times. Retrieved March 14, 2024.

External links[edit]